Car-fender



(No-Model.) I 4`Sheets-Sheet 1.

P. MOMENAMINL GAR FENDER.

No; 565,558. Patented Aug. 11, 1,8963

^ Imam (No Model.) '4 Sheets-Sheet 2.

P. MGMBNAMIN.

GAR FENDER.

No. 565,558. l Patented Aug. l1, 1896.

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4 Sheets-Sheer 3. P. MGMEDIJVIIBL l 'GAR FENDER. No. 565,558.

Patented Aug. 11, 1896-.

IIIIIllllllllllllllllllllnv v 4 sheets-sheet 4.

(No Model.) i

- P. MQMENAMIN.

GAR FENDER. A 'l No. 555,558. Patented Aug. 11,1555'.

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UNITED STATES PATENT OFFICE.

PETER MCMENAMIN, OF JERSEY CITY, NEV JERSEY.

CAR-FNDER.

SPECIFICATION forming part of Letters Patent No. 5165,558, dated August11, 1896.

L llpplication filed July 2, 1895. `Serial No. 554,690. (No model.)

T all whom t may concern:

Be it known that I, PETER MCMENAMIN, a citizen of the United States,residing at Jersey City, in the county of Hudson and State of NewJersey, have invented certain new and useful Improvements inCar-Fenders; and I do hereby declare the following to be a full, clear,and exact description of the invention, such as will enable othersskilled in the art to which it appertains to make and use the y same.

My invention relates to car-fenders, and

y more particularly to a combined tilting and drop fender.

My car-fender is especially designed to project in front of the car bodyor dashboard, and to be detachably mounted to a frame secured to eachend of the car floor or platform. The object of my invention is toprovide a car-fender with improved means for cushioning the same andprotecting the person from contact with the dashboard, car-front, orframework of the fender, or from passing under the platform and comingin contact with the wheels; also to relieve the jar incident to theimpact of the fender and person from the moving car.

It is also my object to provide a car-fender having an outer tilting`frame and an inner lowering or drop frame, the former adapted to catch aperson in an erect or partially erect position, or failing to do so willtilt up, pass over the person, and automatically lower the inner frameto the track Vor street. The inner frame will then pick up the personlying on the track and prevent the body passing under the car.

lt is also my object to provide a car-fender made in three longitudinalsections, each section operating independently of the other; also toprovide a carfender made up of den tachable parts, any one of which maybe readily replaced in case of injury.

It is also my object to provide a fender adapted to protect the car incase of collision with wagons or heavy drays; also to provide adetachable fender adapted for large or eight-wheel cars, andsupporting-frames for the same rigidly attached to the car-iioor orplatform at each end. y

In the drawings forming a part of this specification, Figure l is a sideelevation showing the normal position of my fender attached to a framesecured to the under and upper side of a car-platform. Fig. 2 is a likeview showing the fender with its outer frame tilted up and its innerframe depress-ed to the track or street. Fig. 3 is a top plan view ofthe fender detached. Fig. 4 is a section taken on theline 4 4 of Fig. 3.Fig. 5 is an enlarged sectional detail view taken on the line 5 5 ofFig. 3, showing manner of attaching the strips Pto the outerfender. iFig. G is an enlarged detail view taken on the line 6 6 of Fig. 3,showing that portion of the device which controls the trigger. Fig. 7 isa section taken on the line 7 7 of Fig. 4, looking in the direction ofthe arrow. Fig. 8 is a plan view of the trigger, showing the latch H insection. Fig.` 9 is a section taken on the line 9 9 of Fig. l. Fig. l0is a front elevation of the vertical frame which supports the fender.Fig. 1l is a view of the retaining-bar. Fig. l2 is a detail view of theguard r detached.

Referring more particularly to the drawings, l denotes afender-supporting frame permanently attached at each end of the car tothe platform or flooring. Said frame consists of supports 2 2 2 2,bolted to the under side of the car-platform and extending downward andoutwardly below and in front of the car-dashboard, at which point theyare rigidly bolted to a vertical frame which projects in front of andextends part way up the dash board, as shown in Figs. l and 2. A frontelevation of said vertical frame is shown in Fig. 10, and is formed ofthree sections bolted together, consisting of uprights 3 3 3 3, formedof angle-irons, an upper horizontal rail 4, and a lower rail 5. 6 denotefour short braces, which serve to secure said uprights 3 to the upperside of the'car-platform, as shown in Figs. l and 2. 7 denote bracketsbolted to said uprights and serve to engage lugs S, secured to theupright arms d of the fender. 9 denote notches formed in said lugs,which serve to engage a horizontal retaining-bar l0. Said bar extendsacross said three sections upon the inner side and serves to detachablyconnect the fender to said frame l. ll denote hooks hung by chains tosaid bar, and serve IOO The car-fender is preferably made in threelongitudinal sections, as shown in Fig. 3, which are duplicates of eachother in construction, except the outer arm in the middle section isstraight instead of having beveled corners, as provided in the sidesections. Each of said longitudinal sections is composed of an inner andouter frame, which cooperate but act independently of adjoininglongitudinal sections. Therefore any one of said sections may be broughtinto play without disturbing the normal position of the adjoiningsections. Each longitudinal section has an inner drop-fender and anouter tilting fender. will be understood as applied to all.

A A A denote the longitudinal sections of the fender, 'each comprisingan inner drop-'l frame and an outer tilting frame.

a 0. denote two upright arms having their lower ends af CZ bentoutwardly at right angles and their upper parts inclined forwardly andprovided with outwardly-projecting ears a2 a2, vperforated to receive around metal bar B,

having screwethreaded ends, which project 2 through said perforations,and provided with y nuts b b for holding it in posi-tion. C denotes asimilar bar connecting the lower ends of the arms a a and projectingupon each side thereof and forming journals for the pivoted side arms JJ.

D D D denote transverse braces having their ends bent at right anglesand secured by said ends to 'the arms a a by bolts andv nuts, as shownin Figs. 4 and 9, the boltheads being countersunk to allow the side armsJ J of the fender-frame when raised to clear the arms a a.

E E E E denote guides secured to the braces D D in front and to the bentends thereof at the side, as shown in Fig. 7.

F denotes asupporting-rod secured to the arms a a, and has depend-ingabout midway of its length a coiled spring f. (Shown in Fig. 4.)

G denotes a trigger pivoted to a lug g, secured to -the bar D. Saidtrigger is shown in detail in Fig. 8, and is composed of two parallelarms g' g, 4obtuse angular in shape, pivoted at the apex of their anglesto said lug g, and provided near their ends with crossrods g2-g3. Thelower end of the coiled spring f is Vattached lto the rod g2 and itsupper end to the rod F. The rod g3 has attached thereto achain g4, theupper end of which is at- In describing one of said sections it tachedto a rubber or leather strip N, as shown in Fig. 6.

H denotes a gravity-latch pivoted to a lug secured to the bar D' andhanging between the parallel arms of said trigger on the inner side ofthe brace D. Said latch is provided with a short horizontal arm h, whichrides upon the upper rear side of said trigger-arms, and its lower endis bent to form a hook h. The outer frame is supported by two angularside arms J J, pivoted to the projecting ends of the bar C, and held inplace by ynuts secured to said ends. As shown in Figs. 1 and 2, saidarms are formed in two obtuse angles and are provided with rubber tubesj j, threaded over the arms, as shown. Said arms are joined at theirouter ends by an arm K, which in the side sections are angular in shapeand in the middle sections straight, as shown in Fig. 3.

L denotes a brace having bent ends Z Z, by which it is bolted to theside arms J J, and in the side sections is also bolted to the innervside of the bent arm K, as `shown in Fig. 3.

M denotes a sheet-iron shield having its edges bent up in front and rearand secured to the arm K and brace L, as shown in Fig. 4.

Said shield extends under the forward end of the fender and serves toprotect a person from contact with the braces L, and also to aiford asmooth bearing-surface for the passage of a person or obstacle under theforward end of the fender.

N denotes a series of longitudinal strips of rubber, leather, canvas, orother suitable material secured to the arm K, as shown in section inFig. 4, said strips being doubled around a slat 7c and sewed orotherwise fastened together.v Said strips are arranged about half aninch apart and extend back Vand upwardly and secured to the frame of theinner fender, as hereinafter described.

O denotes a slat coextensive with and fitted to the outer side of theslat Zt', and has threaded over it a rubber tube o.

o2 Idenote screw-threaded bolts and nuts which pass through the arms K,the edges of the shield M, andthe slat k and o. The rubber tubing isprovided with short vertical slits to admit the passage of thebolt-heads, the slits closing over said heads.

P denotes a series of short vertical strips of canvas or other fabric,secured to the brace L by slat Z', around which they are doubled andsewed or otherwise secured, and Atheir upper ends fastened to thestripsN, as shown in Fig. 5, holding the latter down tautand forming a shelfor cushioned seat at the forward end of the fender. The slat Z, -holdingthe strips P, is coextensive with the brace L, and secured thereto bybolts Z' Z.

The strips N are carried up and over the bar B, and bear upon frictionsleeves p, mounted upon said bar. The inner ends -of said strips aredoubled .around a slat q, as shown in Fig. 6, and sewed or otherwise se-IOO IIO

cured. Said slat is clamped by bolts passing through an outer slat q tothe upper transverse bar R9 of the inner fender.

N denotes a short strip of canvas or like fabric, having one end securedto a chain g4, and its other end attached to one of the strips N,preferably the middle one in each section, asshown in Fig. 6.

R R denote the hangers of the inner fender-frame, connected by suitabletransverse braces, and R R denote the side arms projecting at rightangles and formed integral therewith. As shown in Fig. 2, said arms R' Rare inclined slightly upward at their outer ends. R2 denotes an endbrace connecting the outer ends of said side arms, and has boltedthereto upon the outer side a buffer R0, having a rubber tube threadedover it and provided with slits to admit theboltheads and allow them topass under said tube, the slits closing again over the heads of saidbolts. Said buffer is provided with an under and upper bevel. The formercauses it to lift over any obstruction, and the latter to permit theeasy access of a person to the floor of inner fender.

R1 denotes a sheet-metal shield extending under and across the front endof the inner fender and back under a cross-brace R5, and serves as asmooth bearing-surface for said fender when in contact with theroad-bed.

R6 denotes the lioor of the inner fender, made of sheet metal, and hasits edges turned down and secured to the inner side edges of the arms RR. R7 denotes abraceconnecting the inner ends of said side arms, asshown in Fig. 4.

R8 R9 denote transverse braces secured by their bent ends to the hangersR R.

R10 R10 denote coiled springs connecting the brace D and the brace R0,as shown in Fig. 9.

r r denote two guard-frames, (shown detached in Fig. 12,) which arebolted to the side arms R R' of the inner fender, as shown in Fig. 3,and serve to deflect outwardly a body passing close to the sides of thefender and prevent its coming in contact with the steps or passing underthe wheels of the car. Said frames are constructed with diagonal endarms r r', covered with rubber tubing and beveled upon the under side.They are shod with sheet-metal bottoms and provided with canvas coversor floorings, or I may use stripssimilar to the strips N.

S denotes a series of upright iiat steel springsl arranged in a row onthe rear end of the inner fender and bent toward the front, their freeends projecting outwardly over the floor of said fender close to thesurface thereof, as shown in Figs. l, 2, and 4. Said springs are securedby their inner ends to the brace R7 by means of a slat R11, clamped tosaid brace by bolts and nuts. j j

S denote a series of strips of yieldingfabric, arranged transversely,and secured to the springs S close together, forming with said springs acontinuous cushion and back for the inner fender. Each section of theinner fender has a like cushioned back, and I connect the back of eachsection to the back of the adjoining section by steel ties S2, (shown inFig. 4,) uniting the adjoining springs.

T denotes a series of springs similar in construction to the springs S,but' with longer sides toward the front and of greater height.

The springs T project considerably above` the top of the fender-frameattached to the dashboard, and form an upward continuation of the stripsN while their forward ends extend downwardly and impinge upon the same.The free ends of these springs are rounded or bent inwardly to preventwear on the strips or possible injury to a person.

T' denotes a series of strips of canvas or yielding fabric, arrangedtransversely, and secured to the springs T in closeA proximity, andserve to shield the side edges of the springs and form a continuousspring-cushion bearing upon the upper ends of the strips N, projectingabove them, and serving to prevent the contact of a person with thefenderframe or dashboard should they be thrown far up on the fender.

The fender being in operative position, as shown in Fig. l, the bottomof the fender is about five inches from the track. A person in an erectposition striking the fender is precipitated upon the yielding strips N,either at the forward end or seat of the fender, or if the car be movingrapidly, higher up on the strips, in which case the forward end of IOCthe fender is caused to tilt upward a few inches and prevent the personrollingl off` of the fender, or at least A'any farther than the seat.VAs before stated, should the person be carried far up on the fender,the springs T will prevent contact of the person with the upper part ofthe dashboard or car-body. Should the fender strike a person lying onthe track and not pick up the body, the sheetiron bottom of the outerfender would pass smoothly over the vbody and offer very slightresistance thereto, as the outer fender would immediately be elevatedand cause `the strip N to slack the chain holding the trigger,whichwould be actuated by the springf to throw back the vgravity-latch andrelease the inner fender.` The coiled springs R10 R10 would then bebrought to bear, which, together with the weight of the inner fender,would cause `said fender to fall instantly to the track in IIO front ofthe dashboard and intercept and pick up a prostrate person.

To again set the fender in operative position, it is only necessary topress down upon its outer end suiiiciently to overcome the weight of theinner fender, which is then raised up,

and the tension of the springs R10 R10, the efl fect of which will causethe strip N to raise the chain and forward end of the trigger, thusrocking the same, depressing the rear end of the trigger, and relievingthe cross-bar h of the latch H from contact with the inclined sides atthe rear of the trigger. Said latch will then fall under the transversebar R8 and support the inner fender in its raised position, as shown inFig. l. falls on the strips N and the fender is tilted upward the weightof the person is communicated directly through said strips- N to theinner fender, which prevents said fender from falling' or releasing thegravity-latch.

` The weight of the inner fender being greater than the outer fender,theaction of the springs in lowering the former is accelerated, and itdrops immediately to the track the instant the outer fender is slightlyraised. As the weight of the inner fender is communicated I directlythrough the strip N to the outer fender, it requires very slightpressure or a light blow to tilt the outer fender. This feature of myinvention is important, as the outer fender would yield instantly to theimpact of a person lying in its path without striking a hard blo-w orpushing the prostrate body along the road-bed in front of it.

By constructing the fender in sections I am enabled to make the partsmuch lighter. I am also enabled to attach the sections of the fender atdifferent elevations to conform to 1 the road-bed,especiallyin suburbanrailways,

wherel the road-bed ils below the track level. y

Again, this construction .avoids the danger, where a body is lyingdiagonally across the track, of' having the feet and legs pass underboth fenders and the. trunk or body tilting the outer fender andthrowing the entire weight of the inner fender on top of said body.Under' these circumstances my fender would allow the feet and legs topass under both fenders of one section, while the trunk would only tiltone section and lower the inner fen- 1 der immediately in the rearthereof and catch the trunk, while the feet and legs would? be freerWhen a person lyingv flat on the track is touched byl the outer fender,the slightest pressure upon its smooth under surface will instantlythrow'it high up out of possible contact or interference with suchperson, as shown in Fig. 2i. As the lower fender receives said personthe: springs yield instantly to the impact and cushion the blow,receding gradually, and asl` their lower' ends are free they will notrebound and throw the person olf. This is also an important feature ofmy invention, as heretofore it has been found very difficult to providea. cushioning device which would not have a rebounding action equal,or'nearly equal, to the blow it receives.

or wagons, and it would not tilt up in such a case, as it requirespressure upon its under side to tilt said outer fender.

Toy release a person caught upon the inner fender, the outer fender isreadily tilted or It is evident that when the person pushed back, asshown in dotted lines in Fig. 2.

Having shown and described my invention l what I claim, and desire to`secure by Letters y Patent, is-

l. In a car-fender, the combination of the lupright arms d a., the outertilting fender I pivoted thereto,the inner drop-fender mountj ed inguides secured to said arms in rear of the outer fender, and means forconnecting :the outer end of said tilting fender to the upper end of thedrop-fender, substantially ,j as shown and described. Y 2. In acar-fender, the combination of the l outer tilting frame, the innerdrop-frame, i and the longitudinal strips connecting said frames,substantially as shown and described. In a car-fender, the combinationof the inner and outer fender frames, means for connecting the outer endof the latter to the upper end of the formei, and means forauv'tomaticall-y releasing and forcing down the inner fender when theouter fender is tilted upward by pressure upon its under side,substantially as shown and described. 4. In a car-fender, thecombination of the outer tilting frame, the inner drop-frame, thelongitudinal strips connecting said frames, and means for suspending theformer in front of the latter, whereby when a person is thrown upon saidstrips the outer fender is partly tilted to prevent the person rollingoff, 5 and whereby when a person is struck by the f under side of thetilting fender-frame it is jthrown back and automatically lowers thei-nner fendenframe, substantially asA shown and described.

5. In a car-fender, the combination of the f tilting frame and the innerdrop-frame connected thereto by longitudinal strips, a strip Nconnecting one of said longitudinal strips with the trigger, and thegravity-latch operated by said trigger to release the inner fenj der,substantially as shown and described. 4 6. A car-fenderdesignedtov-project in front of a car or its dashboard, made in two or morelongitudinal sections, each section consisting of an outer tilting frameand' an inner dropframe cooperating with said tilting frame, saidsections being adjustable and operating independently of each other,substantially as shown and described,

7. In a car-fender having a ileXible material suspended by'a frameworkin front of' the car, the combination of an inner slat la having theends'- of said material wrapped around the same and sewcd or otherwisefastened to the body portion thereof, an outer or clamping slat O., andmeans for securing said slats and material together and tothefenderframe substantially as shown and described.

8. In a detachable car-fender, the combination of the fender-supportconsisting of diagonal bars attached to the under sideof a car floor orplatform, a vertical portion secured l to1 said barsl projecting' infront of the dash-- IOO IIO

board and extending above and below the oar platform or iioor, a. fenderhaving lugs adapted to engage the upper and lower part of said Verticalportion, the horizontal retaining-bar, and means for locking said fenderin position7 substantially as shown and described.

In testimony whereof I aix my signature in presence of tWo Witnesses.

PETER MCMENAMIN.

Witnesses JOHN J ELLY, J. D. FRANCIS.

